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I hate to admit that with each passing year adapting to new things takes more time. This is part of the normal aging process, I know, but I dislike it just the same. Don’t get me wrong, as some new…

New Car Reviews

2020 Mercedes-Benz GLS 450 4Matic Road Test

I hate to admit that with each passing year adapting to new things takes more time. This is part of the normal aging process, I know, but I dislike it just the same. Don’t get me wrong, as some new designs are so captivating that I’m 100-percent sold as soon as they debut, but others take more time to lure me in. Such has been the case with the 2020 redesign of Mercedes’ GLS-Class.

It’s good looking, I can see that, but the previous version, which transformed from GL- to GLS-Class in 2016, was good looking too, while the boxier original might still be my favourite. This type of long-term appeal is a Mercedes-Benz hallmark, and partly why the brand’s cars and SUVs hold residual values well.

On a more personal note, an affinity for older vehicles pays dividends when purchasing myself, as I can save a lot buying a well-kept, pre-loved 10-plus-year-old “classic” (or for that matter an even older relic, with respect to the ‘80s-‘90s-era Geländewagen W460 LWB Turbo Diesel I’m saving up for). Decades old vehicles aren’t practical for most peoples’ lifestyles, however, as they can’t easily be financed or leased, and certainly don’t come with the carefree ownership experience that Mercedes’ warranty provides.

This 2020 GLS 450 4Matic does, mind you, and I must say its technology is a lot more advanced and interior finishing even more refined than the GLS and GL models it replaces, not to mention that antiquated G290d/G300d always on my radar. The new GLS’ sportier, rounded design is growing on me too, particularly its bolder dual-slat, satin-silver and bright metal grille, sophisticated LED headlamp clusters, and horizontally positioned LED taillights.

The look is fresh, new, and now visually integrates within Mercedes’ latest design language direction, while for 2021 there will even be an ultra-classy Maybach version to do battle with the Range Rover SV Autobiography, Bentley Bentayga and Rolls-Royce Cullinan, albeit the Maybach GLS 600 is a relative bargain thanks to a starting price of just $199,400.

Other than that, 2021 models will likely stay the same, the GLS 450 4Matic remaining the most affordable trim in this body style, with the GLE, incidentally, being the least expensive way to get a third row in a Mercedes model. Of course, the larger, longer GLS is much more accommodating from front to back, this being the ideal three-pointed star car for big families.

While only five-foot-eight and sized “S” for most clothing items, I still consider myself a full-size adult (add laugh track here), yet I had no problem climbing into the very back once the second-row seats were powered almost completely out of the way, after which I fit inside comfortably. Specifically, I had about four inches left over above my head and ample room for my legs and boots, with my knees just touching the backside of the middle seatbacks. Take note that it was still possible to move the second-row forward, so therefore any average-size person should not need to complain. Both rear seats were comfortable too, plus Mercedes allowed for excellent visibility out the side windows, useful LED reading lights overhead, and two USB-C ports at each side.

Second-row seating is also comfortable, thanks in part to nice big optional captain’s chairs that also provide a convenient walking space in between to reach the back row. Parents should appreciate this setup, as there’s no need to power the passenger’s side second-row seat forward when accessing the seats behind. This in mind, the driver-side second row seat doesn’t move, but most would rather have their kids enter from curbside anyway.

Both of my tester’s rear seats were powered and heated, by the way, plus the rear panel of the front centre console was filled with twin air vents, a dual-zone HVAC interface for the GLS’ four-zone automatic climate control system, and a pullout drawer-style storage bin complete with two USB-C charge ports and a household-style 115-volt socket.

Staying on this pragmatic theme, accessing the cargo compartment comes via a gesture-controlled power liftgate, which includes 355 litres usable space behind the third row, or about the size of a compact car’s trunk. The spare tire, tools and a nice set of white gloves (talk about class) are stowed below the removeable load floor, as is a retractable cargo cover that neatly locks into place out of sight. As should be expected in a Mercedes-Benz, even this luggage area is well finished, with a classily ribbed satin-finish metal sill protector, a beautifully detailed bright metal floor latch, chromed tie-down hooks, and high-quality carpeting across the floor, a third of the way up the sidewalls, as well as on the 50/50-split rear seatbacks.

Those seats can be powered down via buttons that anyone should find easy to reach, plus they drop smoothly and surprisingly fast. Oddly, however, the switches for lowering the third and second rows are found on opposite sides of the cargo area—how uncharacteristically inefficient. Still, make sure the neighbours are watching when powering down the second row, as the headrests automatically tuck away while lowering, before both captain’s chairs (or the bench seat) powers rearward to close the gap with the cargo floor in one uninterrupted motion, resulting in a near perfectly flat load floor along with 2,400 litres of open space.

Forgive me for going on and on about the GLS’ rear passenger and cargo attributes without mentioning a word about its frontal accommodations, but let’s just say I left the best for last. Much like the second-row, the forward cabin is exquisitely finished, with the highest quality composite materials, soft perforated leathers, beautifully finished hardwoods, nicely detailed brushed aluminum trim, including drilled speaker grilles, plus knurled metal knobs, buttons, rocker switches and toggles, etcetera.

Mercedes didn’t include much piano black lacquer, and I say good riddance as the inky surface treatment scratches and collects dust too easily. There’s a little around the steering wheel controls, a location that will probably get used often enough to remove the dust and is likely too small of an area to make hairline scratches noticeable, but the same added to the lower console may not fare as well, thus I would’ve rather seen this location finished with open-pore hardwood, like seen in an E 450 I recently drove.

Just the same, the black lacquered surfacing looks good as it seamlessly melds into the massive MBUX interface that does double-duty as a primary instrument cluster and infotainment touchscreen. The former includes one of the more configurable displays in the auto industry, with multiple graphical styles from sporty or modern to classic and more, plus the ability to cover the entire cluster area with a map featuring navigation guidance, or one of the system’s other functions.

The centre touchscreen can be controlled via smartphone/tablet-like tap, swipe and pinch finger gestures, plus just ahead of a comfortable palm rest on the lower console is a similarly useful touchpad that’s a bit easier to reach than the screen itself. Both touch-capacitive surfaces work as advertised (which is unusually welcome for a console-mounted touchpad), as do the surrounding quick-access buttons and knurled metal volume knob.

Each connects through to the segment’s usual collection of infotainment features, like Apple CarPlay, Android Auto, navigation with route guidance, climate controls, the audio system, phone and Bluetooth functions, vehicle setup, integrated and downloadable apps, backup and overhead parking cameras, etcetera. Mercedes employs an easy-to-use tile layout to scroll between features, with superb graphics as already noted, while the overall system speed is excellent.

Together with all the infotainment switchgear on the lower console is a black lacquered scroll-top lid that exposes twin cupholders actually capable of keeping drinks hot or cool, a very rare feature that I happen to love, plus a much-appreciated wireless charging pad for compatible smartphones, along with two USB-C ports. Those with older phones that can’t utilize wireless charging will also be out of luck for wired charging, as old-school USB-A ports aren’t offered. Of course, there’s always an aftermarket workaround.

If that’s my only complaint, this GLS is doing very well. Like those in back, the driver’s seat was wonderfully comfortable and wholly supportive, while the three-way butt warmer was downright therapeutic at its highest level. The ability to cool one’s backside in the summer would be welcome too. A third button on the driver’s side allows full adjustment of the front passenger seat too, which was helpful when picking up a taller passenger that required more legroom.

The heatable steering wheel button is found in the same place as the E-Class, but instead of twisting the end of the power steering column stalk, it’s just a rocker switch that can be pushed fore and aft. This was one of my GLS tester’s only problem areas, in that it didn’t always work. When pushed, it sometimes switched on, whereas an opposite tug usually turned it off, but other times it did neither. It also can’t be set up to turn on automatically. All said it would’ve been nice to warm my hands on the cold winter mornings that it didn’t work, but I’m guessing this was a one-off problem. Just the same, if I were on Mercedes’ engineering team, I’d look for one single solution that could be duplicated across the entire product range, plus even better, one that doesn’t involve breakable moving parts.

Otherwise, the GLS 450 4Matic is one incredibly comfortable SUV. As you might expect from Mercedes-Benz, it drives very well, with one of the smoothest rides in its three-row category. Even with Dynamic sport mode turn on it felt wholly refined, albeit a much more confidence-inspiring handler than when in default comfort mode. Don’t expect it to run away from Mercedes’ smaller utilities, however, or for that matter anything wearing the brand’s performance-oriented AMG badge, like this model’s AMG GLS 63 sibling that makes 603 horsepower and 627 lb-ft of torque, or the 483-hp V8-powered GLS 580 that puts 516 lb-of torque down to all four wheels, but the GLS 450 still moves off the line quickly and is a joy to pilot over curving backroads at fast-paced speeds.

Under this entry-level GLS’ hood is a new 3.0-litre inline six-cylinder engine mated to a 48-volt mild hybrid drivetrain. Output is sizeable at 362 net horsepower and 369 combined lb-ft of torque, with the electric power unit responsible for 21 horsepower (16 kW) and 184 lb-ft of this total (although figuring out hybrid output isn’t as cut and dry as subtracting one from the other). As with all GLS models, an efficient nine-speed automatic takes care of shifting duties, and is a mighty smooth operator, while all-wheel drive comes standard.

All this complex electrified wizardry results in a claimed fuel economy rating of 12.4 L/100km in the city, 10.2 on the highway and 11.4 combined, which is a big improvement over last year’s V6-powered GLS 450 that could only manage an estimated 14.9 city, 11.2 highway and 13.2 combined. Of course, these numbers are only possible with the SUV’s Eco mode engaged, which makes sure its auto start/stop system is active, while the roads would have indeed been paved when putting the GLS through its paces, but such impressive mileage is doable just the same.

Roads less traveled in mind, when Mercedes first brought the GLS to market as the GL back in 2006, it was designed to replace the aforementioned G-Class, which meant it had to offer a modicum of off-road prowess. As we now know, the G thankfully remained an important icon within the German automaker’s SUV lineup, which meant the off-road-oriented model never made it across the Atlantic. The one offered in Europe was nowhere near as 4×4-capable as a G-wagon anyway, but Mercedes nevertheless provides its largest ute with reasonable light-duty off-road chops.

Off-road mode is available from the same lower console-mounted knurled metal rocker switch that selects all the other drive modes, while there’s also a separate rocker that raises the air suspension. As tempting as it was, I chose not to take my GLS tester off-roading during my weeklong stint, as it just didn’t seem right to muddy up such a beautiful vehicle with rims and tires that were obviously meant for paved surfaces. This said I’ve enjoyed previous examples in less favourable conditions, and found that the SUV manages light- to medium-duty trails quite well. Just don’t expect it to run with a G-Class and you should be more than satisfied.

All said, I’m going to guess more people will haul a trailer than try to take their GLS off-road, and as you might expect it’s more than up to the task thanks to a 3,500-kilogram (7,716-lb) tow rating. This means it can pull small to medium sized camp trailers, possibly up to an Airstream Classic without anything heavy on board, or average sized power craft and sailboats, but nothing too extreme. When it comes to power craft, you’re probably looking at a 2,000-kilo (4,500-lb) boat carrying about 225 kg (500 lbs) of fuel, sitting on a 700- to 900-kg (1,500- to 2,000-lb) trailer. In other words, this side of a full-size body-on-frame SUV or pickup truck, the GLS 450 provides some serious hauling capability.

I don’t know about you, but after the crazy year we’ve had few things sound better than hitting the road with a boat or camper in tow. If you did so at the wheel of a GLS 450 4Matic, I can promise you a speedy, comfortable, cost-efficient trip, while living with this SUV every day would be a personal lifestyle upgrade that I’d certainly be happy to live with.

The cost to do so begins at $95,500 plus freight and fees, while extras can add up quickly. At the time of writing, Mercedes was offering factory leasing and financing rates from 2.99 percent, but there’s no doubt more cash on the hood for those willing to negotiate. To learn more about such deals, as well as possible manufacturer rebates and always helpful dealer invoice pricing, check out CarCostCanada, where members regularly save thousands on their new vehicle. CarCostCanada provides a free app for your smartphone too, downloadable from the Apple Store or Google Play Store, putting everything you need to get the best deal right at your fingertips.

Review and photos: Trevor Hofmann

Well you’ve gone and done it now Canada. You lost your love for the Hyundai Accent Sedan and now its gone. It could be worse. Our American friends felt similarly about the hatchback and now they’ve…

New Car Reviews

2019 Hyundai Accent Ultimate Road Test

Well you’ve gone and done it now Canada. You lost your love for the Hyundai Accent Sedan and now its gone.

It could be worse. Our American friends felt similarly about the hatchback and now they’ve lost the more versatile five-door variant that becomes Hyundai’s sole subcompact car offering here in Canada for 2020. The U.S. market loves four-door three-box models a lot more than we do, and with car sales slipping as crossover SUVs rise, it was only a matter of time before something gave way.

Hyundai’s U.S. division will fill the void left by the Accent Hatchback with the same entry-level Venue sport utility we’re getting for 2020 (I just picked one up for a weeklong test and so far I’m impressed), while the slightly larger Kona has been selling like gangbusters for nearly two years, resulting in significant sales leadership in the same subcompact crossover SUV segment.

A quick glance at sales numbers makes Hyundai Canada’s decision to trim the fat easy to understand. The Kona, which went on sale in March of 2018, sold a phenomenal 25,817 units during its first full calendar year of 2019, by far the best any subcompact SUV has ever done and more than 7,000 units ahead of the second-place Nissan Qashqai. Bolstering its entry-level SUV roster, Hyundai just added the even smaller Venue to the mix, which found 456 buyers in its first month of January 2020 alone. While that number didn’t come anywhere close to the Kona’s 1,651-unit tally during the same month, it nevertheless outsold the Accent’s 202 sales by 225 percent. It’s hard to argue against those numbers, which is why cars like the Accent are slowly fading away and small SUVs, like the Venue and Kona, are taking over.

To be fair, at least amongst subcompact cars, the Accent has long been number one in its entry-level segment, only beaten by the Toyota Yaris for the first time last year. The Yaris, by the way, only sold 190 units last month, which is 12 fewer than the Accent, but this said last year’s third-place Kia Rio actually stole the show with 243 deliveries so it’s anyone’s guess as to the subcompact car category’s top dog in 11 months’ time.

One thing’s clear, the Accent Sedan won’t help push that tally up by much. Plenty of dealers across the country still have this great little four-door available, although most have made their farewells and ushered in the 2020 Accent Hatchback, which continues forward looking the same, albeit updated with a new engine and new optional continuously variable transmission (CVT), the latter replacing the six-speed automatic tested in this 2019 model.

I’ve got mixed feelings about the 2020 updates, as the changes were all about fuel economy. This 2019 Accent sports a fairly punchy 132-horsepower 1.6-litre four-cylinder with 119 lb-ft of torque, whereas the new 2020 model gets an identically sized four utilizing Hyundai’s new Smartstream technology, but the result is just 120 horsepower and 113 lb-ft of torque. It wouldn’t have been long ago that losing 12 horsepower and six lb-ft of torque would be a nail in the coffin for a new model, but now that improvements at the pump and emissions reductions are so important, at least in this entry class, the update seems like progress.

To be clear, the Smartstream G1.6 DPI engine used in the new Accent has very little in common with the Smartstream G1.6 T-GDi engine found in the new Sonata. The former is a naturally aspirated inline four-cylinder with dual-port injection (DPI), continuously variable valve timing, and a new thermal management module that helps warm the engine up faster for optimal performance and efficiency, whereas the latter is a radical turbocharged V4 making 180 horsepower and 195 lb-ft of torque thanks in part to industry-first Continuously Variable Valve Duration (CVVD) that ups performance by four percent, improves fuel economy by five percent, and reduces emissions by 12 percent (I’ll go into more detailing when reviewing the new 2020 Sonata Turbo), while Low Pressure Exhaust Gas Recirculation (LP EGR) particularly helps Hyundai to achieve the last figure.

While the Sonata Turbo’s new Smartstream G1.6 T-GDi is a significant progression in engine technology, a mechanical rethink that will allow for myriad packaging benefits and potentially shrink the size of future engine bays while making hybrid tech easier to adapt for existing models, plus it also stands as a witness to the importance of the internal combustion engine (ICE) in future products (why would Hyundai invest so heavily in a dying technology if hey didn’t believe it had decades of life left), the Accent’s Smartstream G1.6 DPI should be seen as more of an upgrade to an existing powerplant rather than anything revolutionary.

Then again, factor in the gains in fuel economy and the word revolutionary might be apropos. The 2019 model on this page is good for a claimed 8.2 L/100km in the city, 6.2 on the highway and 7.3 combined whether using its standard six-speed manual or optional six-speed automatic, whereas the new 2020 model ekes out 7.8 L/100km city, 6.1 highway and 6.9 combined with its six-speed manual or 7.3, 6.0 and 6.6 respectively with its new CVT. That latter number represents a 12-percent improvement in fuel economy.

I like the six-speed automatic in the current Accent as it shifts smoothly, provides good mechanical feel and even comes across quite sporty when slotted into manual mode and operated by hand, but with more of its mission focused on fuel economy the 2020 Accent’s optional CVT, dubbed ITV by Hyundai for “Intelligent Variable Transmission,” should be considered an upgrade. Hyundai claims it simulates shifts well, so I’ll be sure to report back on that when tested, and most CVTs are smoother than conventional automatics, unless those simulated shifts aren’t executed ideally. I won’t go into much more detail about this gearless box right now, but will say it incorporates a wide-ratio pulley system claimed to provide a broader operation ratio when compared to rival CVTs, this improving fuel economy when higher gear ratios are in use and benefits performance when using its lower ratios.

As it is (or was) for 2019, the Accent sedan provides relatively sporty performance from its more potent engine and at least equally engaging transmission, while its ride is good thanks to a well-calibrated front strut and rear torsion beam suspension, and should continue being so moving into 2020 as the two model years are identical other than their powertrains. Likewise handling is about average for the class, its electric power steering providing good directional response yet only moderate feedback, but it’s still fun to fling through corners. The standard four-wheel disc brakes provide strong stopping power too, the Accent always feeling safe and stable even when practicing emergency manoeuvres.

Another positive is interior roominess. For such a small car it certainly feels spacious inside, particular for headroom. Front legroom is good and it should be more than adequate for side-to-side hip and shoulder room too, unless those inside are particularly large folk. It’s easy to get the driver’s seat into a good position, thanks to ample steering column rake and reach, while fore and aft seat adjustment is excellent. The backrest reclines, of course, but there’s no way to adjust the lumbar. Fortunately the seat is well designed for good support all-round, so shouldn’t be a problem for most body types.

It’s fairly small in back, but it should be suitable for two average sized adults or three slender passengers, kids included. With the front seat positioned for my five-foot-eight longer legged, shorter torso frame, which meant I had to push it further rearward than most measuring my height would, I had about two inches remaining between the seatback and my knees, plus enough space for my feet while wearing winter boots. Fortunately the seatbacks get finished in a nice cloth, which would be a bit more comfortable if touching the knees, but no one likes to experience that either way. I had a reasonable room from my small-to-medium build torso to the door panel, measuring about three to four inches at the hips and slightly more next to my left shoulder, while approximately two and a half inches of air space was left over above my head (but remember I’ve got a shorter than average torso).

Unfortunately Hyundai doesn’t include a folding centre armrest in back, and there were no vents on the backside of the front centre console to keep the rear quarters aerated, but at least Hyundai provides a rear USB charge point for powering passengers’ devices.

As far as interior finishings go, Hyundai has eschewed the latest subcompact trend to soft-touch surfaces, which I found both disappointing and odd. Touch the dash, the instrument panel, the door panels or anywhere else and, other than the leather-wrapped steering wheel of this top-line model, fabric door inserts, centre armrest, plus of course the seats, there isn’t a single pliable composite surface at all. Most unusual are the hard shell plastic side armrests, that I have to say are very uncomfortable. In this segment I’m able to accept a lack of soft surfaces elsewhere, such as the dash top and door uppers, but using hard plastic for the armrests is going too far.

This oversight is a shame because most everything else about the new Accent is praiseworthy. I say most because it only included a monochromatic trip computer in this top-tier model, which should really have a full-colour TFT multi-information display in this day and age. Again, I don’t mind the analogue gauges, although some competitors are starting to digitize more of their primary clusters.

Hyundai hopes such shortcomings are forgotten quickly when adding up all the other standard and available features, plus this car’s fairly low price point. Just for a sampling, on top of everything already mentioned my top line Accent Sedan featured proximity-sensing entry with pushbutton ignition, a nice infotainment touchscreen with Apple CarPlay, Android Auto, plenty of apps, a backup camera with active guidelines, and more. The climate control system is automatic, albeit single zone, while this model includes three-way heated front seats as well as a heatable steering wheel, the former capable of getting warmer than the class average (it can get very cold in Korea) and the latter downright hot.

The just-noted leather-wrapped steering wheel rim is nicely finished and padded for extreme comfort, while the switchgear on the 9 and 3 o’clock spokes is superbly done with voice activation, audio controls, and phone prompts on the left side, plus multi-information display and cruise controls on the right. The turn signal/headlight and windshield wiper stalks are upscale too, these, along with most of the cabin’s switchgear making its owner feel as if they’ve paid more than they really have. Likewise for the overhead console that incorporates old-school incandescent lights, yet features one of the nicest most luxuriously finished sunglasses holders I’ve ever felt, not to mention controls for the powered glass sunroof.

The rear seatbacks are split 60/40 for stowing longer items via the trunk, and dedicated storage space is fairly generous at 388 litres (13.7 cu ft), but take note the lid is very short so you’re limited as to how much you can angle in. A hatchback would remedy this, of course, so be glad Canada chose to keep the more versatile of the two body styles moving into 2020. A benefit to trunks over hatches is security; a trunk being more difficult to access by would-be thieves and therefore passed by more often when easier prey is available, but a simpler solution is to bring valuables inside. Hyundai provides a fairly large compartment underneath the trunk’s load floor, mostly filled up with a compact spare tire and tools, but there’s space around the edges for small items.

So there you have it. If you must have a new Accent Sedan, start calling around to your local Hyundai dealers to find one. I’ve checked, and there are some available, but you’ll need to act quickly. According to the CarCostCanada 2019 Hyundai Accent Canada Prices page, the base Essential with Comfort Package Sedan starts at $17,349 plus freight and fees, while this top-line Ultimate Sedan starts at $21,299. Of course, discounts will be available, as retailers are motivated to sell, and information about any manufacturer rebates will be available to CarCostCanada members, plus deals on factory leasing and financing rates, which were available from zero-percent at the time of writing (and 0.99 percent for the new 2020 model), and as always dealer invoice pricing that can potentially save you thousands, depending on the car being purchased.

As an alternative you can also walk over to your local Kia dealership for a 2020 Rio sedan, which is basically identical to the U.S.-market Accent Sedan under the skin, drivetrain upgrades and all. Interestingly, the Rio is now the only new subcompact sedan available in Canada, so Korea’s other auto brand has an opportunity to pull in a few sales it might not have been able to earn previously (they also have a 2020 Rio Hatchback).

So go ahead and snap up this 2019 Hyundai Accent Sedan while you can, opt for a new 2020 Accent Hatchback if its more functional cargo area suits your lifestyle, or choose the Kia Rio Sedan (or hatch). Then again, you might want to try a new Hyundai Venue or Kona on for size, as they’re great subcompact crossovers for not much more investment. No matter what you want, it appears Hyundai Motor Group has you covered.

Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market…

New Car Reviews

2019 Buick Encore Essence AWD Road Test

Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market since emperors ruled, while the brand more recently positioned itself well as a purveyor of true premium products that suited Chinese market tastes to a tee, both stylistically and luxuriously, but China isn’t the only reason Buick can claim such jet-setting status.

The Regal GS (see the latest version here) I most recently reviewed, for instance, was designed cooperatively by GM’s German and Australian divisions, with input from its Chinese and North American operations, and assembled in Rüsselsheim, Germany, and Shanghai, China, for the Chinese market, the latter factory also producing the LaCrosse that I tested and reviewed way back in 2017 (see the 2019 LaCrosse here), although our version of Buick’s flagship sedan is built in GM’s Detroit/Hamtramck Assembly.

Even more exotic, the compact Envision crossover SUV (see the updated version here) I covered the same year, while related to the Chevrolet Equinox and GMC Terrain, was mostly designed and produced in China, and is actually the first mass-produced vehicle to follow that Chinese production path (not without ever-changing regulation challenges).

The only American-made vehicle to remain under the Buick brand after the LaCrosse is discontinued later this year will be the mid-size three-row Enclave SUV (see the redesigned Enclave here), produced in Lansing, Michigan. Even the upcoming mid-size five-passenger Envoy, based on the new Chevy Blazer, will likely hail from GM’s Coahuila, Mexico facility, where the Blazer is currently built, but it’s possible the new Enspire, slated to fit between the Encore and Envision, will be built at the GM Fairfax plant in Kansas, being that initial plans to bring it over from China aren’t looking as appealing as they once did.

Lastly, the Encore being reviewed here is the product of GM’s South Korean enterprise that resulted from taking over Daewoo, and is built in Bupyeong-Gu, Incheon alongside the Chevy Trax, which is virtually the same vehicle under the skin.

The Encore will be completely redesigned for 2020, although we won’t see it until spring. The current model hasn’t changed noticeably since it was given a thorough and attractive refresh for 2017, with its basic underpinnings remaining unchanged since it first came on the scene in 2012. I’ve tested it all the way through the years, and always enjoyed it for what it was and still is, a comfortable yet surprisingly quick, highly fuel-efficient, well-featured, roomy little urban runabout with decent all-season capabilities.

For the reasons just stated, I think the Encore is one of the smarter vehicles to buy in its subcompact near luxury class, at least for those of us who prefer a bit of premium pampering. The 2019 model starts at a mere $26,400 plus freight and fees, and tops out at just over $41k with all options and most useful accessories added, which is where most others in the luxury subcompact SUV class start off, but to be fair to the BMW X1, Mercedes-Benz GLA, Audi Q3 et al, the little Buick is not fully in this class.

First off, it’s a Buick, and outside of China the name doesn’t conjure up as much prestige as Cadillac, which unfortunately doesn’t wow the neighbours as much as one of those just-noted German brands, or for that matter Lexus. Lexus just entered this market with a model that more closely targets the type of comfort/efficiency-first buyer that the Encore attracts, and the UX has quickly run up the sales charts to displace Audi’s Q3 in third behind the BMW X1 and Mercedes-Benz GLA-Class, or fourth if we include the Encore in this list, but once again it’s priced closer to mainstream volume-branded subcompact SUVs than anything in the luxury sector, so it would be unfair to do so.

Just the same, with 10,637 Encores sold in Canada last year it continues to do pretty well in the mainstream sector too, placing fifth out of 17 volume-branded subcompact SUVs in 2018, with all others priced cheaper, excepting the near-luxury Mini Countryman that starts at $31,690 and reaches over $50k before adding accessories. That top-line Mini is one of the best performing subcompact SUVs at any price, however, where Buick’s buyers are more interested in comfort, quietness, and fuel efficiency, as noted earlier.

If you hadn’t already noticed, the Encore is small. In fact, it’s smaller than both Countryman generations, the older Mini not as large as the current one, and smaller than all premium-branded subcompact SUVs. Nevertheless, it’s larger than Honda’s HR-V, Kia’s Soul, Ford’s EcoSport and a few other mainstream subcompact SUVs, while it’s smaller than Nissan’s Qashqai, Toyota’s C-HR and Jeep’s Compass, in fact sized closer to Mitsubishi’s RVR, Nissan’s Kicks and Hyundai’s Kona, and almost identically to Jeep’s Renegade and Mazda’s CX-3. Yet it’s tall, so much so that few will run out of headroom, while its available cargo capacity is surprisingly generous.

2019 Buick Encore Essence AWD2019 Buick Encore Essence AWD — The updated instrument panel gets luxurious soft-touch elements and very good infotainment. (Photo: Trevor Hofmann)

With all seats lowered the Encore can haul up to 1,371 litres (48.4 cubic feet) of gear, and the 60/40-split rear seats lay flatter than most rivals thanks to a folding process requiring each lower rear cushion to be flipped forward first, before manually lowering each headrest, and then tucking each backrest in behind. The process is a bit more labourious than most competitors, but the final result makes it well worth the effort. Buick dedicates 532 litres (18.8 cubic feet) to cargo behind those rear seats, which is about as much as a full-size sedan’s trunk. Even better, for those moments when you need to transport something really long and awkward, like some extra 2x4s for the extension you’re building or that perfect area rug you saw at the country fair or garage sale, you can lay the front seatback flat as well for up to 2.4 metres (8.0 ft) of extra storage. The Encore’s passenger/cargo flexibility truly makes it a practical companion to ease daily life.

If you want something easy to drive, with excellent sightlines in all directions thanks to a tall ride height and large greenhouse, you can’t get much better than the Encore. Its ride is very good, a Buick trademark, soaking up road irregularities with ease, while its MacPherson strut front and compound crank (torsion beam) rear suspension proved agile enough too, not so much as some of its fully independent sprung premium competitors, but easily up to most of its volume-branded rivals. Buick’s QuietTuning makes a real difference when it comes to reducing road and wind noise, of course, thanks in part to standard active noise cancellation, but it also adds to the Encore’s feel of quality, this process requiring more insulation than average, which results in a sense of solidity and better than average workmanship.

Buick can outfit your Encore with front-wheel drive or all-wheel drive, the latter costing $2,000 and therefore boosting the base model’s price up to $28,400, while the standard 1.4-litre turbocharged four-cylinder engine can have its sequential multi-port fuel injection replaced with Spark Ignition Direct Injection (SIDI), which raises output from 138 to 153 horsepower and torque from 148 lb-ft to 177, and its six-speed automatic transmission upgraded to include Start-Stop technology that shuts the engine off when it would otherwise be idling, and automatically restarts it when the brake pedal is let off, all for just $1,030 extra.

My tester included both upgrades and the combination made a massive difference off the line (especially in the wet), when powering up to highway speeds, when exiting corners and during passing manoeuvres, transforming the feel of the little SUV from a eco-commuter SUV into a feisty little pocket rocket. With a curb weight of 1,386 kilos (3,056 lbs) the AWD model doesn’t need a lot of power to get moving, while its overall lightness makes the Encore easy to slot through congested city traffic too, not to mention it helps keep fuel costs down.

Transport Canada rates the base FWD model at 9.4 L/100km in the city, 7.8 on the highway and 8.7 combined, while the same engine with AWD is good for 9.9 city, 8.1 highway and 9.1 combined. Offsetting the extra power of SIDI with auto idle-stop actually reduces overall fuel use to 8.9 city, 7.5 highway and 8.3 combined with the FWD model or 9.4, 7.9 and 8.8 respectively with the top-line AWD SIDI version, making this upgrade a true “have your cake and eat it too” scenario.

The automatic gearbox, which shifts nicely and is a lot more enjoyable to drive than a continuously variable transmission or CVT, especially when factoring in the thumb-actuated rocker switch that allows for do-it-yourself manual mode after pulling the shift lever to its rearmost position, adds sporty feel to the driving experience, albeit only a little. Rev too high and the engine is a bit on the buzzy side, normal in this class amongst entry-level SUVs. Interestingly, the transmission will hold its gear in manual mode without shifting if you so desire, which does add an element of sportiness that most of its competitors don’t allow for, but all said the Encore is best enjoyed at a more relaxed pace, where it makes the most of its compliant ride and overall comfort.

The Encore includes one throwback feature that shows its age, a well-made, sturdy handbrake lever between the two front seats, that’s not leather-wrapped incidentally. It’ll likely give way to an electromechanical one for the next-generation Encore, but I certainly didn’t mind seeing it there and almost used it all week without noticing.

While the handbrake is a non-issue, the rake and reach of the Encore’s tilt and telescopic steering column is a definite bonus. It allowed me to set up the driver’s position ideally for my long-legged, shorter torso five-foot-eight body, that, when matched up with its power-actuated driver’s seat, resulted in a comfortable driving position that also left me fully in control. To be clear, only the lower cushion is powered with the backrest needing manual recline, while the two-way powered lumbar support just happened to meet the small of my back quite well. This said it might not line up with your lower back, or at least not the way you like it, so you may want to check this feature during your test drive. Hopefully Buick will offer four-way lumbar adjustment in the upcoming 2020 model.

As mentioned, those front seats are very comfortable, the driver’s even providing a minivan-style folding armrest, but other than their Shale beige leather upholstery (Ebony black or Brandy wine are available too) and nice contrast stitching there’s nothing fancy about them. For instance, there’s no forced ventilation or even perforations in the leather to cool off during summer, but the three-way seat warmers were downright therapeutic in there hottest setting, and the heatable steering wheel could be set up to automatically turn on with the ignition. I love that, and only wish the seats would do likewise.

Buick simplified the Encore for 2019, with Preferred, Sport Touring and Essence trims, the base model including 18-inch alloy wheels, proximity-sensing keyless access with pushbutton ignition, a large 8.0-inch infotainment touchscreen incorporating a rearview camera with active guidelines, Apple CarPlay and Android Auto, and many other features, while additional standard features include a hard cargo cover and 10 airbags to go along with other passive and active safety features, while the move up to $28,400 Sport Touring trim adds fog lamps, a rear rooftop sport spoiler, and remote engine start.

My tester was outfitted in top-tier $31,700 Essence trim, albeit with AWD and the upgraded engine so its base increased to $34,730. Essence features include a heated steering wheel rim, heated (front) leather-upholstered seats with driver’s memory, an auto-dimming rearview mirror, a universal garage door opener, and side blind zone alert with rear cross-traffic alert.

The last two items can be had in the two lesser trims as part of a Safety Package, along with a three-prong household-style 120-volt power outlet located at the rear of the centre console, while my Essence trimmed tester was upgraded with the $1,110 New Safety Package II incorporating the above items as well as forward collision alert, lane departure warning, rain-sensing wipers, an air ionizer, plus front and rear parking assist. It also featured the $3,050 Experience Buick Plus Package, which first removes $650 because it includes everything in the just-noted New Safety Package II, while adding special seven-spoke 18-inch chromed aluminum wheels, a navigation system, and a powered glass sunroof.

It all made for a nice little subcompact luxury utility, with a better interior than you’ll find in most non-premium rivals and only slightly short from achieving the interior finishing of the true luxury set. Details like fabric-wrapped A-pillars set it apart, while its soft-touch dash top and door uppers, both front and back, are nicer than average too, as is the beautifully padded and stitched leatherette instrument panel bolster that begins to the left of the primary gauge cluster before visually continuing below the centre touchscreen and then widening as it crosses ahead of the front passenger.

The dash looks elegant and provides a good background for the instruments, the gauge cluster traditional in layout, with an analogue tachometer to the left and speedometer to the right, plus the usual gas and temperature gauges hovering over a nice full-colour multi-information display that’s quite comprehensive in its capability, albeit not a more modern fully digital gauge cluster as offered by a number of premium brands.

A sporty, thick, nicely shaped steering wheel frames the gauges elegantly, while the leather it’s wrapped in feels very upscale. The attractive satin-silver trim that’s added to the lower portion of the wheel feels cool to the touch and therefore comes off as genuine aluminum. There’s more on the instrument panel as well as chromed door handles to bling things up, as well as some de rigueur piano black lacquer tastefully applied in key areas.

The centre touchscreen shows off Buick’s latest interface design that mimics Chevy’s impressive system layout, albeit with fewer colours and a more sophisticated looking blue on black look. Both work well, with this one providing accurate navigation, easy to use audio functions, a good backup camera with aforementioned active guidelines, plus more, but there was no overhead camera option, which was a bit disappointing in this class and price point. Also disappointing was its lack of wireless smartphone charging capability (aren’t we getting spoiled), but I suppose it wouldn’t have been easy to fit one in as the rubberized tray provided at the base of the centre stack wasn’t even large enough to fit my medium-sized Samsung S9 smartphone. Yes, this SUV’s age does show through here and there, but at least there were USB charge ports close by, not to mention an auxiliary input and 12-volt charger.

I imagine Buick will take care of wireless charging and the other shortcomings I’ve mentioned thus far in the upcoming second-generation Encore, but they don’t need to update the dual-zone automatic climate control interface, which uses traditional buttons and knobs for all functions, resulting in an easier process than being forced to hunt around for the same features in an infotainment interface.

I’ve allowed myself to get a bit more granular with this review than I planned to, but the Encore deserves this attention to detail. It might be an old model on its way out, but this little Buick represents very good value in every respect, which is no doubt why it sells so well. You can choose to wait until spring 2002 for the new one, which will likely improve on this aging Encore in every way, or you can opt for tried and tested.

No doubt Buick would be happy no matter which of these two choices you make, but to sway you towards the 2019 they’re offering up to $5,390 in additional incentives. To learn more, check out CarCostCanada where you can find pricing on all trims, packages and individual options, plus information on available manufacturer rebates and otherwise hard to get dealer invoice pricing.

BMW’s X1 was the very first subcompact luxury crossover SUV ever produced, having arrived on the European scene in 2009 as a 2010 model, two years before we saw it as a 2012. Even when it showed up…

New Car Reviews

2019 BMW X1 xDrive28i Road Test

BMW’s X1 was the very first subcompact luxury crossover SUV ever produced, having arrived on the European scene in 2009 as a 2010 model, two years before we saw it as a 2012. Even when it showed up on our shores in April of 2011, nothing else was around to compete against it, unless you consider the near-luxury Mini Countryman as a direct rival, that model having arrived in February of the same year.

Once October 2011 rolled around, the Range Rover Evoque entered the market and a new automotive category was created, but it would take another three years for Audi and Mercedes-Benz to add more variety to North America’s new subcompact luxury SUV segment with their respective Q3 and GLA-Class (unless you count the Buick Encore that arrived in 2013), plus an additional two years for Infiniti to show up with its QX30 (not that many noticed), three more for Jaguar’s E-Pace, Volvo’s XC40 and BMW’s second offering, the sportier X2, and one more for Lexus’ new UX.

More are on the way, including Alfa Romeo’s Tonale for 2022, and possibly something eventually from Acura (long rumoured to be called the CDX), but Infiniti has already cancelled its QX30 so Acura may have been wise to hold out. Then again, aforementioned Buick has done very well with its Encore, and while the brand sits at the lowest end of the premium market in price and prestige, the model’s upcoming second-generation (expected for 2020) could make an even bigger dent in the market.

If we were to consider Buick a true luxury brand the Encore be the sales leader in this category, but with a base price of $28,400 (not even as high as the Mini Countryman’s base of $31,690) it’s not really a contender for premium status. Buick sold 10,637 Encores in 2018 and 8,322 as of October 31, 2019, which represents considerably more buyers than BMW has been able to find with its second-bestselling X1, which found 5,308 buyers in 2018 and 3,753 so far this year. The X1 starts at $41,500, however, so it’s not really a fair comparison. One is a gussied up Chevy Trax that delivers big on fuel economy and reasonably on features, but not so much on performance or refinement, and the other is a leader in all of the above (see 2019 BMW X1 pricing at CarCostCanada, where you can learn about all its packages and individual options in detail, plus find out about valuable rebate information as well as dealer invoice pricing that could save you thousands, BMW currently offering up to $2,000 in additional incentives on 2019s and $1,000 on the new 2020 model).

To be fair to Buick, some of the X1’s rivals wouldn’t have initially received high marks in all the just-noted categories. Audi’s first-generation Q3 was a bit weak on performance and refinement, and honestly the original X1 was regularly criticized by pundits for cheaper interior plastics than any other BMW, my first review of this model claiming that Ford’s Escape Titanium “even offers more soft-touch interior surfaces than this X1.” I lauded the X1 for its overall solidity and performance, mind you, both important differentiators expected from premium SUVs.

The X1, now in its second generation and ironically having traded its lovely rear-wheel drive E91 3 Series Touring-platform (arguably its best asset) in for the aforementioned Mini Countryman’s second-gen front-wheel drive-biased UKL2 architecture (hardly a slouch either), today’s entry-level BMW SUV is a wholly different vehicle than its predecessor. It started out as a low, hunkered down, rear-wheel drive-biased AWD five-door crossover, but now it’s grown up into a much more conventionally shaped and sized subcompact luxury SUV, looking a lot more like its larger X3 and X5 siblings. Its considerable sales growth in 2016 and 2017 back up BMW’s decision to take the X1 in this new direction, and while deliveries dipped a bit in 2018 and so far this year, this probably has more to do with BMW’s introduction of the X2 than anything else, while more importantly it’s managed to remain in its number one position (amongst true subcompact luxury SUVs) even without factoring in the X2.

Specifically, the X1’s aforementioned year-to-date Canadian sales of 3,753 units is considerably higher than the second-place GLA’s 3,021 deliveries over the same 10 months, and likewise when compared to Lexus’ new UX that’s already taken third-place way from Audi’s Q3 with 2,374 units against 2,303. As for the success of the also-rans, Volvo’s new XC40 managed 1,690 units, Land Rover’s redesigned Range Rover Evoque secured 1,333 new buyers, BMW’s own X2 attracted 1,159 new owners, and Jaguar’s E-Pace wasn’t last (yet) with 372 customers, while Infiniti’s now discontinued QX30 brought up the rear with 93 deliveries (too bad, because it’s more than decent offering).

BMW shows its dominance even more when combining X1 and X2 sales that reached 4,912 units at the close of October, and that’s even before adding in the 2,082 Countryman (should we call them Countrymen?) SUVs sold over the same three-and-a-third quarters (most of which reach into the mid-$40k range), boosting deliveries to almost 7,000 units (6,994), they almost tally up to everything Mercedes, Lexus and Audi (2, 3 and 4 in the category) can sell combined (7,698 units). Ah, the sweet smell of success.

The smell of my tester was leather thanks to its beautiful milk chocolate brown Mocha Dakota Leather upholstered cabin, the $950 upgrade from base leatherette requisite when opting for its pretty $895 Mediterranean Blue Metallic exterior paint (the satin aluminum silver trim across the front and rear undertrays plus the rocker panels comes standard, while optional Oyster Grey and Black leather interiors are also available with this colour). The open-pore Oak Grain wood inlays with chrome and brush-metal highlights are no-cost bonuses that make the cabin look so upscale (additional woods, brushed aluminum and piano black lacquered inlays can be had too) as are all the high-quality soft-touch composite surfaces that step the X1 up and over most rivals.

To be real, Dakota leather is BMW’s lower grade hide, but Nappa and Merino aren’t offered with the X1. It’s still the real deal, however, but it can be corrected-grain or even formed from the leather split and then coated with synthetic polymer paint, with its surface artificially embossed for a grain effect. What matters is it smells right, looks good and lasts, with the X1’s seat inserts even perforated for breathability. The seats didn’t include forced ventilation or anything so fancy, but the three-way front derriere warmers heated up to therapeutic levels quickly when set to their topmost temperature, adding a coziness to the already comfortable driver’s seat.

The front driver and passenger four-way lumbar support isn’t standard, but rather comes as part of two available packages, the first a $3,500 upgrade dubbed Premium Package Essential that also includes power-folding side mirrors, proximity-sensing keyless Comfort Access, auto-dimming centre and side mirrors, a large panoramic sunroof, a “HiFi” audio system, and an alarm, and the second as-tested $5,900 Premium Package Enhanced including everything above plus a head-up display, a universal remote, satellite radio, navigation, BMW’s semi-autonomous Park Assistant, the BMW ConnectedDrive Services Package, and a powered liftgate.

Both packages are also available with a heatable steering wheel, plus a $1,000 Driving Assistant Plus package that adds approach warning with pedestrian alert and light city braking, lane departure warning, adaptive cruise control with stop-and-go plus traffic jam assist, high-beam assist, and speed limit info.

Now that we’re talking upgrades, my tester also included a $950 Sport Performance Package featuring a Sport automatic transmission with steering wheel-mounted paddles (worth the upgrade alone), more reactive M Sport Steering, and 19-inch alloy wheels, although my tester was smartly outfitted for this colder season and therefore included a set of 225/50R18 Continental ContiWinterContact tires on special M Sport split five-spoke alloys.

As anyone who’s driven on winter rubber will know, performance on anything but snow or ice is compromised, and therefore my tester’s at-the-limit grip couldn’t possible measure up to the stock wheel and tire combination. This said it proved more agile than the same SUV shod in 17-inch winter tires for my 2016 X1 xDrive28i review, which were smaller due to the older model coming with 18s in base trim.

Not much else seems to have changed since then, however, which obviously (by the aforementioned sales numbers) doesn’t matter to X1 buyers, or for that matter to me. The model’s only engine, a 2.0-litre turbocharged four-cylinder, still makes 228 horsepower and 258 lb-ft of torque, potent when sidled up beside some of its rivals, like a Lexus UX or the base Mercedes GLA, but nowhere near as energetic as the latter model in 375-horsepower AMG trim, or for that matter top-line versions of the Jaguar E-Pace, Range Rover Evoque or Volvo XC40, but once again popularity proves this isn’t an issue.

I found it more than adequately powered, especially with Sport mode engaged, which meant the standard ZF-sourced eight-speed automatic transmission responded more immediately to shifts, whether prompted by its paddles or left to its own devices. All-wheel drive is standard, and in the wet improved grip off the line and mid-turn, while the little utility feels poised compared to some in this class, but not as agile as the aforementioned AMG GLA 45, for instance, or its predecessor that was little more than a raised 3 Series wagon. More importantly, today’s X1 is more comfortable than its predecessor and many competitors, whether the powertrain is set to more relaxed Comfort or Eco modes or not, its ride particularly good for such a compact SUV. Eco mode in mind, claimed fuel economy is even decent at 10.7 L/100km in the city, 7.5 on the highway and 9.3 combined.

It’s actually one of the more well-rounded entry-level SUVs in the premium sector, and amongst the most practical. Along with the comfortable front seats, the lower cushions even including adjustable side bolsters and manual thigh extensions, the steering column provided at least four inches of reach that, together with the amply adjustable driver’s seat, allowed my long-legged, shorter-torso five-foot-eight frame to fit in ideally, optimizing both comfort and control (this is often not the case). The aforementioned four-way powered lumbar support aided comfort, especially during long hauls, while the adjustable side bolsters cupped the torso nicely and the thigh extensions added support under the knees. BMW has thought of just about everything to make the X1’s front occupants comfortable.

The rear passenger compartment is more accommodating than you might think for a vehicle in this class too, while the outboard backrests are plenty supportive and centre position not wholly uncomfortable (normally the case with subcompacts). Two is better in back, however, allowing a wide (albeit slightly low) centre armrest with smallish pop-out cupholders to be folded down in between. When positioned behind the driver’s seat, which once again was extended further rearward than for most five-foot-eight folks, allowing approximately four inches ahead of my knees, at least another four to five above my head, plus about four next to my hips and shoulders. I certainly never felt cramped.

Of course the large panoramic sunroof overhead made for a much more open and airy rear passenger experience, while the LED reading lights overhead can add light at night if those in back want to read. There were no seat heaters in back, a bit of a letdown, but on the positive the rear quarters are finished just as nicely as those up front.

The cargo compartment is nicely finished as well, with high-quality carpeting up the sides of each wall, on the cargo floor, of course, which can be removed to expose a large hidden stowage area, plus on the backsides of the ideally 40/20/40-split rear seatbacks. If you have any intention of using your future SUV for skiing, or any other type of activity that might have you carrying longer cargo down the centre with passengers in back should consider this more flexible cargo configuration. BMW provides 505 litres (17.8 cubic feet) of dedicated gear-toting space behind those seatbacks, and gives you a convenient set of levers to drop them down, resulting in a sizeable 1,550 litres (54.7 cubic feet) of total capacity.

Back in the driver’s seat, the X1’s primary instrument cluster consists of the usual two analogue dials, although they appear as if floating within a colourful digital background, which looks really nice when lit up at night. Of course that background is a multi-information display at centre, plus warning lights, info about the active cruise control and more around the outer edges.

Propped up at the centre leading edge of the sloping dash-top is a beautiful wide high-definition display with fabulous depth of colour and contrast, and stimulating graphics. Unlike most premium rivals that don’t include touchscreens, BMW’s display is fully capacitive, allowing tap, pinch, and swipe capabilities just like a tablet or smartphone. You can also use the traditional iDrive rotating controller and surrounding buttons on the lower console for quick control. It’s an intelligent system, expected from the brand that initiated modern infotainment way back in the early aughts, while all the functions performed flawlessly including the route guidance that got me to my destinations perfectly each time. The upgraded audio system was very good too, and included a power/volume knob and row of quick-access radio presets just below a set of HVAC vents positioned under the display, and just above a comprehensive dual-zone auto climate control interface. Everything is well laid out, adding to the X1’s all-round goodness.

As is always the case, vehicles don’t become number one in their respective classes by accident, which is why anyone contemplating a small luxury SUV should seriously consider BMW’s X1.

I’m not sure how I feel about the name that Mitsubishi chose for its new compact crossover SUV. I mean, Eclipse Cross makes me think way back to better times when personal 2+2 sports coupes like the…

New Car Reviews

2019 Mitsubishi Eclipse Cross GT S-AWC Road Test

I’m not sure how I feel about the name that Mitsubishi chose for its new compact crossover SUV. I mean, Eclipse Cross makes me think way back to better times when personal 2+2 sports coupes like the Japanese brand’s own Eclipse, Honda’s Prelude and Toyota’s Celica, amongst others, roamed city streets, highways and winding byways in wild abandon, but now all of these low-slung two-door fastbacks are gone and we’re left with a gaggle of two-box SUVs.

Fortunately some of these car-based crossovers are oddly contorted, making this practical sector a bit more interesting than it might otherwise be, with the sporty new Eclipse Cross high on the list of unusual newcomers. It’s an especially good choice for those not needing all of the Outlander’s cargo space and wanting more performance than an RVR can muster, plus its edgy SUV-coupe styling pulls some of the premium flair down from luxury mega-brands like BMW and Mercedes-Benz that offer similarly sized upper-crust variants in their respective X4 and GLC Coupe models. I’m not pretending for a minute the lowly Mitsu measures up to these pricey Germans, but it’s got a swagger all its own and therefore deserves a certain amount of respect for being boldly different in a compact SUV segment that all too often plays it safe.

Most automakers choosing to get funky gravitate to the smaller subcompact SUV segment, where Mitsubishi offers its comparatively straightforward RVR against oddities like Kia’s Soul and Toyota’s C-HR (Nissan’s Juke, the strangest of them all, having finally departed a couple of years ago, replaced by the much more conservative Kicks), while (size aside) Mazda’s CX-3 is probably closest to the Eclipse Cross as far as mainstream acceptability combined with sportier than average styling and performance goes, but alas this considerably larger model is the lone coupe-like SUV in its larger compact class.

The Eclipse Cross measures 4,405 mm (173.4 in) end to end with a 2,670 mm (105.1 in) long wheelbase, while it spans 1,805 mm (71.1 in) in width and sits 1,685 mm (66.3 in) tall, making its wheelbase identical to its 290 mm (11.4 in) longer Outlander sibling, yet its width just 5 mm (0.2 in) narrower and height 25 mm (1.0 in) shorter. In other words, it’s much the same size as the Outlander excepting length, which together with its sloped rear roofline makes for a much sportier looking ride.

As far as the Eclipse Cross design goes, Mitsubishi’s dramatic new “Dynamic Shield” frontal styling works much better on this new utility than with any other application it’s been used for, other than the latest 2020 RVR that I find quite attractive. The drama continues around each side where a deeply sculpted cutline emerges about a third of the way through the front door panels before slashing through each handle and meeting up with the bottom edge of an even more intriguing set of LED taillights, these tied together by a thin strip of lighting that divides two panes of rear glass a la Honda’s second-generation 1988-1991 CRX or more recent 2011–2016 CR-Z, not to mention the automaker’s also defunct Accord-based mid-size 2010–2015 Crosstour, although those three sporty coupes never incorporated the Eclipse Cross’ extra lighting element. More rocker panel body sculpting tapers upward before wrapping around the rear fenders, these mimicking the front fenders as they pay some subtle homage to the sporty 2004–2011 Endeavor (a previous long-term tester that I thoroughly enjoyed back in the day – RIP).

Hidden behind a slick looking standard set of 18-inch alloy wheels on 225/55 all-season tires is a fully independent MacPherson strut front and multi-link rear suspension setup featuring stabilizer bars at both ends, which all combines for more than enough grip to keep its turbocharged 1.5-litre four-cylinder engine in control. The little mill makes just 152 horsepower and 184 lb-ft of torque, and puts that output through a continuously variable transmission (CVT) that’s engineered to emulate an eight-speed automatic gearbox via some of the nicest magnesium column-mounted paddle shifters in the industry.

Unlike most vehicles in the industry, these elongated paddles are actually fixed to the steering column instead of attached to the steering wheel, just like with the fabulous Evo X MR (RIP once again), making it easy to locate the correct paddle no matter how many times you’ve rotated the steering wheel.

My Eclipse Cross GT tester really moved along nicely when pushed, feeling much more potent than its claimed horsepower rating, no doubt because of its substantive torque. Its steering was a bit firmer than most others I’ve tested in this class, albeit light enough for easy control, while its ride was slightly stiffer, but never uncomfortable or harsh. That firmness helped it handle well in corners, feeling really planted when pushed hard (Mitsubishi’s renowned chassis expertise pays off once again), but I wouldn’t have guessed it to be so good when tooling around town or otherwise driving normally, because the powertrain feels as if it’s in Eco Mode even when it’s not, meaning there’s plenty of Eco Mode still available by pressing the big green button on the centre stack.

This said there is no Sport button, your right foot being the only way to coax more out of the powertrain, and despite those lovely paddle shifters just noted, the CVT is not very sporty (I’m being kind). It’s smooth and linear, exactly how most compact SUV buyers like it, and it’s highly efficient, not only saving fuel, but also allowing more of the engine’s power to get down to the road.

Some of its straight-line performance and handling prowess comes down to standard Super All-Wheel Control, this being Mitsubishi-speak for all-wheel drive, an advanced torque-vectoring system honed from years of Lancer Evolution rally car breeding. Yes, it’s hard to stomach the thought that this wannabe performance SUV is now the hottest model in Mitsubishi’s once proud lineup, which previously anted up the aforementioned Evo X, an all-wheel drive super sedan that easily outmaneuvered the Subaru WRX STI and most every other compact of the era, but Mitsubishi now has its limited funds (despite being part of Mitsubishi Group, which also owns a top-10 banking institution and so much more) focused on practical SUVs that more people will potentially purchase, not to mention plug-in electrics that give it a good green name if not many actual buyers, at least when comparing the Outlander PHEV’s sales to those of the conventionally powered and milder hybrid compact SUV rivals it’s up against.

We can get glossy eyed over the loss of the Evo, but should commend Mitsubishi for the Eclipse Cross’ fuel economy that’s rated at just 9.6 L/100km in the city, 8.9 on the highway and 8.3 combined, which is quite good in comparison to the segment-sales-leading RAV4 that only manages 10.5 city, 8.3 highway and 9.5 combined, but then again it’s not quite as thrifty as the CR-V’s 8.7 city, 7.2 highway and 8.0 combined rating.

The aforementioned powertrain is the same no matter which of its three trim levels is chosen. As usual, Mitsubishi supplied this Eclipse Cross tester in top-line form, this GT model going for $35,998 plus freight and fees (go to CarCostCanada for all pricing details, including dealer invoice pricing and rebate info that could save you thousands). This meant it came loaded up with LED headlamps, a head-up display, a multi-view backup camera with dynamic guidelines, a superb 710-watt Rockford Fosgate Punch audio system with nine speakers including a 10-inch subwoofer, a heatable steering wheel rim, two-way heated rear outboard seats, leather upholstery, a six-way powered driver’s seat, a dual-pane panoramic glass sunroof, and more.

The top-tier GT also features everything from the second-rung SE model’s optional Tech Package that includes automatic high beams, adaptive cruise control, forward collision mitigation with pedestrian warning, lane departure warning, an auto-dimming rearview mirror with an integrated Homelink garage door opener, roof rails, and a nice silver painted lower door garnish.

Mid-range SE features pulled up to GT trim include the previously noted paddle shifters, proximity-sensing keyless access and ignition, an electromechanical parking brake (the base model gets a regular handbrake), a leather-wrapped steering wheel and shift knob, auto on/off headlamps, rain-sensing wipers, dual-zone automatic climate control (an upgrade from the base model’s single-zone auto HVAC system), blindspot warning, and more for $29,998, while features from the $27,998 base ES model that are still incorporated into the GT include LED DRLs, fog lamps, LED turn signals integrated within the side mirror caps, LED taillights, tilt and telescopic steering, a colour multi-information display within the gauge cluster, an “ECO” mode, micron filtered automatic climate control, two-way heated front seats, and more.

I like the quality inside, thanks to a full soft-touch dash top that curves all the way down to the mid portion of the instrument panel, plus nice pliable synthetic front door uppers, even nicer door inserts, and contrast-stitched armrests side and centre. These match the seat bolsters that also boast contrast stitching in the same orange hue, and unlike the near overwhelming orange overload found in a Subaru Forester Sport I previously tested, Mitsubishi’s subtler colour treatment should appeal to more people.

The primary instrument cluster is nicely organized and well laid out, with a decent size colour trip computer at centre, while the 7.0-inch tablet-style infotainment touchscreen display is especially good, sitting up high atop the centre stack and controlled by the usual tap, pinch and swipe finger prompts. Even better for those who don’t like reaching so far to input commands, Mitsubishi also included a brilliantly designed touchpad on the lower console. That this is all standard kit is most impressive, rivaling some premium brands and outdoing others, such as Lexus that only offers a joystick-like controller or similar touchpad depending on model, not the convenience of both.

The infotainment system also includes standard Apple CarPlay and Android Auto smartphone integration, an excellent rearview camera with dynamic guidelines (although the multi-view one on my tester was even better), Bluetooth phone connectivity with audio streaming, satellite radio (that I listened to most often), and control of devices hooked up to two USB charging/connectivity ports, located right on the centre stack above a rubberized phone tray below. With all of this included as standard, it makes me wonder why Mitsubishi didn’t bother making the electromechanical parking brake standard as well.

The driver’s seat is very comfortable, featuring ample powered adjustability for what I found to be an ideal driving position, thanks to enough rake and reach from the tilt and telescopic steering column, but unfortunately the seatback offered no lumbar support adjustment at all. Again, its good inherent design makes additional lower back support less critical, but as learned from many long road trips it’s always nice to make periodic adjustments in order to appease pressure pain points.

Back to that steering wheel, it’s nicely shaped with a fairly thick leather rim and heatable, which came in handy as summer’s warmth dissipated and evening temperatures delved into single digits. The front seat heaters warmed up nicely too, but with only two temperatures my driver’s seat was often too hot or too cool.

The rear passenger compartment is very roomy and comfortable too, with a folding centre armrest that includes the usual dual cupholders within. The seat heaters are easy to reach on the backside of the front console, and my tester’s rear sunroof complemented the Eclipse Cross’ good rear window visibility for an open and airy passenger experience.

There’s no powered liftgate for accessing the cargo compartment, which would be fine by me, and it’s finished as nicely in back as most any other vehicle in this class too. I would’ve preferred more accommodating 40/20/40 split-folding rear seatbacks than the 60/40 divide Mitsubishi provides, or at least a centre pass-through so I could load skis down the middle while rear passengers enjoyed those aforementioned derriere warmers on the way back from the hill, but as it is only a few mainstream volume-branded competitors offer such premium-like convenience anyway, so it’s not like the Eclipse Cross breaks rank with any compact SUV practicality norms.

Pragmatism in mind, even this sportier SUV needs to measure up when it comes to load hauling capability in order to achieve market acceptance, so it’s good the Eclipse Cross delivers a reasonable amount of cargo space to go along with its generously proportioned passenger compartment. The hard numbers reveal 640 litres (22.6 cu ft) behind the rear seatbacks, and 1,385 litres (48.9 cu ft) aft of the front row when the rear seats are folded down, making it a mere 26 litres (0.9 cubic feet) more accommodating for cargo than the subcompact RVR with both SUVs’ seats upright and 17 litres (0.6 cubic feet) less so when said seats are laid flat.

Comparing it to the larger Outlander that it comes closer to measuring up to externally, the Eclipse Cross loses 328 litres (11.6 cubic feet) behind its rear row and 407 litres (14.4 cubic feet) when both models lower their rear seatbacks. Mitsubishi also includes a heavy-duty removable cargo floor with a hidden compartment below, which is handy for storing dirty items you may not want the nice carpeting above coming in contact with, or for keeping pricier belongings away from prying eyes.

What’s more, when putting those rear seats back into use, their headrests were almost impossible to pull up from their lowered positions. It took all the strength I had, and while I’m no Ben Weider, the level of effort required was ridiculous. I’m guessing these would loosen over time, but that presupposes the owner has ample strength to muscle them up and down enough in order to ease the process. I recommend prospective buyers check this issue before signing on the dotted line, and also that dealers have their service departments add this test to each model’s pre-delivery inspection regimen.

Now that I’m complaining, I heard a disconcerting number of creaks, groans and annoying squeaking sounds emanating from the rear seating area while driving. This might have something to do with the previously mentioned removable cargo floor, but it’s more likely fitment of the second sunroof in back or the rear seats themselves, because some of the creaking noises sounded like leather (or something similar) rubbing together. This said I’d like to test this SUV with cloth seats to find out if that sound disappears.

On the positive, I appreciated having separate power-sliding sunshade controls for the front and rear portions of the panoramic moonroof. This can provide rear passengers with a more fully lit experience, while those up front can have shade drawn if wanted.

Another positive is a rear window wiper that turns on automatically when backing up if the wipers are on up front, and the aforementioned head-up display system was a nice touch too, providing vital information right in front of the driver where it can be seen easily. This is just like the head-up display used by Mazda, in that it powers up a small transparent plastic screen atop the instrument cowl instead of projecting images directly on the windshield, with the only problem in this case being that it’s a bit distracting in some ways, not really blocking the view, but certainly interrupting the mind’s eye. I eventually got used to it to the point that it didn’t bother me one bit, but I’d understand if some complained about it getting in the way.

To leave this review on a more uplifting note, I need to point out one of Mitsubishi’s best attributes, its industry-best five-year or 100,000-km basic (mostly bumper-to-bumper) warranty and 10-year or 160,000-km powertrain warranty. Nothing comes close to this, with most competitors coming up two years or 40,000 km short in their basic warranties, and five years or 60,000 km less generous for their powertrain coverage. Considering Mitsubishi is one of the most well respected brands in other markets around the world, thanks to exceptionally good engineering and better than average reliability, this impressive warranty is a major selling point that any new car buyer should factor in when making a decision.

Overall, Mitsubishi should be commended for establishing the compact SUV-coupe niche within the mainstream volume-branded sector, and while year-to-date 2019 sales numbers of 4,159 units put the Eclipse Cross dead last in its class, when it’s combined with second-to-last Outlander deliveries of 8,568 units, the brand’s 12,727-unit compact SUV total puts it ahead of Subaru, GMC and Kia, which is quite a feat for one of the newest automotive brands in Canada (Mitsubishi Motor Sales of Canada, Inc. was established in 2002). This, together with the Outlander PHEV, the only plug-in hybrid in the segment, shows that innovation remains key to the company’s continued progress, and while some of us might lament the loss of sportier models like the Evo, as well as the Eclipse this SUV was named after, times have changed and only those that adapt survive.

Have you seen the 2020 Toyota Highlander? It’s not available to purchase yet, having only debuted at the New York International Auto Show in April, but a quick glance shows that Toyota’s crossover…

New Car Reviews

2019 Toyota Highlander Hybrid Limited Road Test

Have you seen the 2020 Toyota Highlander? It’s not available to purchase yet, having only debuted at the New York International Auto Show in April, but a quick glance shows that Toyota’s crossover SUV division is abandoning its recent Lexus-inspired grandiosity in favour of a subtler approach, much like the 2014 through 2016 Highlander did.

You might remember that Toyota redesigned the Highlander for the 2014 model year, giving it a lot more character and much more refinement inside, while increasing the maximum seat count from seven to eight, and then after enjoying much success with this newfound mid-size crossover formula the automaker replaced the simpler Toyota truck-inspired front grille and fascia for a ritzier chromed up look just three years later for the 2017 model year, which honestly hadn’t hurt sales until recently.

2019 Toyota Highlander Hybrid Limited — The 2019 Toyota Highlander, shown here in as-tested Hybrid Limited trim, offers up a ritzy, chrome-laden look. (Photo: Karen Tuggay)

I’m not a fan of all the glitz and glam adorning the face of this otherwise clean, uncluttered and straightforward family hauler (it still looks quite nice from the rear), but possibly due to its new façade and likely more so because of the automotive market’s general adoption of crossover SUVs in place of cars, Canadian sales were up by 17.70 percent from calendar years 2016 to 2017, although they dropped by 4.06 percent last year and over the first half of 2019 have slipped another 17.70 percent (bizarre that the model’s fall from grace so far this year is in perfect sync with its growth two years ago).

So why, in a market that’s supposedly turning away from traditional cars to crossovers and SUVs, has the Highlander been losing so much ground? Another glance at the stats shows it’s not alone, at least amongst mid-size SUV sales that have fallen by 7.66 percent from calendar years 2017 to 2018. In fact, of the 24 crossovers and SUVs currently selling into the mid-size volume segment (including raised wagons like Subaru’s Outback, two-row crossover SUVs like Hyundai’s Santa Fe, three-row crossover SUVs like this Highlander, and traditional body-on-frame SUVs like Toyota’s 4Runner), eight saw positive growth and 10 experienced a swing in the negative direction, with another five seeing only growing due to being completely new models.

If you’re wondering how the Highlander fits into the scheme of things, here’s a breakdown ranked in order of popularity with calendar year 2019 Q2 sales and growth/shrinkage rates shown in parentheses: Ford Edge at 8,709 units (+9.05); Hyundai Santa Fe at 8,225 (-11.51); Jeep Grand Cherokee 8,033 (+26.94); Kia Sorento at 6,965 (+0.32); Chevrolet Blazer 6,812 (sales started in January 2019); Nissan Murano 5,062 (-8.00); Toyota Highlander 4,985 (-17.70); Dodge Durango 4,900 (+54.14); Subaru Outback 4,212 (-4.77); Ford Explorer at 4,100 (-45.14 due to a model changeover); Volkswagen Atlas 3,679 (+14.01%); Honda Pilot 3,477 (+22.43); Toyota 4Runner 3,398 (+10.18%); Nissan Pathfinder 2,597 (-10.63); Chevrolet Traverse 2,443 (-16.36); GMC Acadia 1,956 (-3.88%); Ford Flex 1,812 (+115.71, shocking, I know); Subaru Ascent 1,721 (sales started in January 2019); Mazda CX-9 1,573 (-7.58); Dodge Journey 1,488 (-39.19); Kia Telluride 1,072 (sales began in March 2019); Honda Passport 921 (sales started in February 2019); Hyundai Palisade 180 (sales began in June 2019); Volkswagen Touareg 17 (-96.91 because it’s a discontinued model).

Don’t expect to see all of these models in the same order at year’s end, thanks to redesigns (the new Explorer should be closer to it’s previous third place, and the aforementioned 2020 Highlander will no doubt get a boost too) and all-new models swelling the ranks (the new Blazer’s sales are impressive), but the leading brands will likely maintain their leadership for good reason, and one of those leaders has long been Toyota.

Being the last year of this well-seasoned third-generation K-platform-based (XU50) Highlander (the new model will ride on the GA-K version of the Toyota New Global Architecture/TNGA), Toyota hasn’t done much to lure in additional buyers. In fact, it’s only added an optional set of LED fog lamps in place of last year’s halogens, which look almost identical from a distance.

Toyota loaned me a 2019 Highlander Hybrid Limited for my weeklong test, by the way, in the exact same Celestial Silver Metallic and Black perforated leather combination as last year’s version, a model I reviewed in detail along with a lovely “Ooh La La Rouge Mica” (that’s really the name) painted conventionally powered 2018 Highlander Limited (both models get the LED fog light upgrade this year).

Updates aside, I still find it shocking that Toyota is the only mainstream volume brand to offer optional electrification in this mid-size class, being that most key competitors have had hybrid drivetrains within their given lineups for decades (although I’ll give Chrysler a shout-out for its Pacifica Hybrid plug-in because it’s at least spacious enough to compete). More power to Toyota, as this Highlander Hybrid remains the most fuel efficient mid-size crossover SUV available, at a time when our country is experiencing our highest pump prices ever, and no end to the budget gouging in sight if our various governments continue to have any say.

Claimed 2019 Highlander Hybrid ratings are 8.1 L/100km in the city, 8.5 on the highway and 8.3 combined, compared to 12.0 city, 8.9 highway and 10.6 combined for the most similarly equipped mid-range XLE and top-line Limited trims with the conventionally-powered V6, AWD, and upgraded auto start/stop system.

Before showing you all competitive model Transport Canada fuel economy numbers, it’s important to note that both Highlander models offer a lot more standard power. Where the majority of rivals come standard with four-cylinder engines, the regular Highlander now uses a 3.5-litre V6 good for 295 horsepower and 263 lb-ft of torque, driving either the front wheels in LX trim, or all four in LX AWD, XLE and Limited trims, via an eight-speed automatic with available auto idle start/stop, whereas the Highlander Hybrid uses the same engine running the more efficient Atkinson-cycle yet, thanks to its potent electric motor/battery combination, makes 306 net horsepower and an undisclosed (but more than sufficient) amount of torque, which ramps up near immediately due to 100 percent of electrified twist arriving instantaneously.

From the list of three-row competitors above, the most efficient (when compared with AWD and auto start/stop if available) rival is Kia’s Sorento at 11.2 L/100km city, 9.0 highway and 10.2 combined, but the Sorento is quite a bit smaller than the Highlander and, like its platform-sharing Hyundai Santa Fe that is no longer available with three rows so as to make way for the brand new Palisade, Kia buyers looking for more passenger and cargo room will likely move up to the Telluride.

Just the same, after the Sorento the thriftiest three-row mid-size SUVs are as follows: GMC Acadia: 11.3 L/100km city, 9.4 highway and 10.5 combined; Mazda CX-9 at 11.6, 9.1 and 10.5 respectively; Highlander V6 at 12.0, 8.9 and 10.6; Nissan Pathfinder at 12.1, 8.9 and 10.7; Honda Pilot at 12.4, 9.3 and 11.0; Hyundai Palisade at 12.3, 9.6 and 11.1; Kia Telluride at 12.5, 9.6 and 11.2; Dodge Durango at 12.7, 9.6 and 11.3; Ford Explorer at 13.1, 9.2 and 11.4; Chevrolet Traverse at 13.7, 9.5 and 11.8; Volkswagen Atlas at 13.8, 10.2 and 12.2; Dodge Journey at 14.5, 10.0 and 12.4; Ford Flex at 14.7, 10.7 and 12.9; and Toyota 4Runner at 14.3, 11.9 and 13.2 respectively.

The only mid-size (kind of) crossover SUV that comes close to the Highlander Hybrid as far as fuel economy goes, albeit with only two rows, five passengers, and much less cargo capacity or power is the four-cylinder equipped Subaru Outback, which still comes up short at 9.4 L/100km city, 7.3 highway and 8.5 combined, while more closely sized, but still two-row, five-passenger and four-cylinder equipped options that improve on the V6-powered Highlander’s fuel-efficiency include the base Ford Edge at 11.4 city, 8.3 highway and 10.0 combined; the Hyundai Santa Fe at 11.2, 8.7 and 10.1 respectively; and the Nissan Murano at 11.7, 8.5 and 10.3; while just for the sake of finishing the list, the new similarly smaller Honda Passport is rated at 12.5, 9.8 and 11.3 respectively; the new Chevrolet Blazer at 12.7, 9.5 and 11.3, while finally the Jeep Grand Cherokee gets a 12.7, 9.6 and 11.3 respective rating.

The electromechanical portion of the Highlander Hybrid’s drivetrain is made up of two permanent magnet synchronous motors, one for driving the front wheels and the other for those in the rear, plus a sealed nickel-metal hydride (Ni-MH) traction battery. Yes, no lithium-ion battery for this now classic Hybrid Synergy Drive hybrid system, but that’s not a bad thing. Consider for a moment that NiMH batteries have been in automotive use since the original Prius went on sale in 1997, and plenty of Prius taxis can be found running around Canadian cities with more than a million kilometres on their original battery packs. NiMH batteries have a proven track record, plus older batteries can be rebuilt using newer modules, as they’ve basically been the same since 2001.

The only negative with the Highlander Hybrid, at least from a driving perspective, is the replacement of the regular model’s eight-speed automatic with an electronically controlled continuously variable transmission (ECVT), but it’s only an issue when pushing the SUV harder through fast-paced backroads than you will likely ever do. Around town and on the highway both transmissions are wonderfully smooth and easy to get along with, while Toyota gives the ECVT a fairly conventional feel thanks to stepped ratios that mimic a traditional automatic, as well as a sequential shift mode when wanting to get sporty, or merely downshift for engine-braking.

As for the Hybrid’s all-wheel drive system, it worked well enough in the rain and even in the mountaintop snow I was able to locate during my test week. Toyota has had a baker’s dozen of years to perfect this basic system, moving up from the original 2006 Highlander Hybrid’s 3.3-litre V6 to the current 3.5-litre version, but other than that sticking with this tried and true drivetrain formula, and I’ve never had an issue pulling myself out of sticky or slippery situations, snow banks included.

Breaking the $50k barrier (at $50,950 plus freight and fees) the 2019 Highlander Hybrid doesn’t come cheap in base XLE trim, while this full-load Limited version hits the road for an even loftier $57,260, but then again a similarly optioned 2019 Chevrolet Traverse High Country comes in at an even pricier $60,100, and the only slightly more upscale 2019 Buick Enclave Avenir will set you back a stratospheric $62,100, and they don’t even offer hybrid drivetrains, so maybe the Highlander Hybrid Limited isn’t so expensive after all.

By the way, make sure to check out CarCostCanada for detailed pricing of all cars just mentioned, including trims, packages and options, plus money saving rebate info and dealer invoice pricing that could save you thousands, whether purchasing the new 2019 Highlander, 2019 Chevy Traverse, 2019 Buick Enclave, or any other mid-size crossover SUV (I’ve got them all linked above if you’d like to know more).

This is where I’d normally go into detail about those trims, packages and options just noted, but it makes more sense to link to my 2018 Toyota Highlander V6 AWD and Hybrid Road Test review and you can read all about it, because, as mentioned earlier, nothing at all has changed from 2018 to 2019 other than those LED fog lamps.

Suffice to say this is a really impressive SUV, with plenty of power, a wonderful ride, decent enough handling, near premium levels of interior quality that even include woven cloth wrapped around all eight roof pillars and plenty of soft-touch surfacing, a nice colourful gauge cluster filled with the types of hybrid controls expected from a partially electric vehicle, a reasonably good centre touchscreen that’s now only overshadowed because of Toyota’s excellent new Entune infotainment interface, comfortable seating from front to back, loads of cargo space, a great reliability record, and superb fuel economy.

The only reason not to consider the 2019 Highlander Hybrid is the same factor for getting one sooner than later, the new 2020 Highlander Hybrid that will show up later this year. It promises to be a step up in styling, refinement and performance, which might give pause to anyone buying this tried and tested model, but that said the current version is not only well proven, it should also be easier for your to get a significant discount. Once again, check out CarCostCanada for any rebate info, while it’s always a good idea to find out what the dealer pays for the vehicle you want in order to negotiate the best deal possible.

Back in January of 2014 at the North American International Auto Show in Detroit while introducing the FT-1 (Future Toyota) concept, which was the styling inspiration behind the new Supra sports car,…

New Car Reviews

2019 Toyota C-HR Limited Road Test

Back in January of 2014 at the North American International Auto Show in Detroit while introducing the FT-1 (Future Toyota) concept, which was the styling inspiration behind the new Supra sports car, Toyota president Akio Toyoda issued a companywide decree for, “no more boring cars,” and the C-HR before you is now a good example of what he was requesting, at least when it comes to design. So what do you think? Does it have Toyoda-san’s desire for “style that stirs peoples’ emotions and makes them say ‘I want to drive this’?”

The 63-year-old grandson of Toyota group’s founder, Kiichiro Toyoda, likely approves as he was in charge when the C-HR was initially being drawn up, signed off on those designs, and gave the go-ahead for the production model before you, and remains in charge of the corporation today, so therefore reaps the rewards for a job well done, or alternatively pays any penalties for missing the mark.

I’ll reserve comment on CH-R styling, first because my opinion is irrelevant, you’re the buyer after all, so only you should be deciding what appeals to your eyes, and secondly because I’ve already admitted to liking Nissan’s Juke, which is about as polarizing a design as any to ever grace Canadian roads. In other words, my taste isn’t your taste, so feel free to like what you like, and choose not to buy what you don’t.

What matters more is Toyota finally filling the subcompact SUV segment with some sort of entry, and I give them kudos for bravery, being that most having already succeeded here did so by leaning toward practicality over originality. That Toyota showed up with a sportier looking, smaller than average entry, and therefore putting styling ahead of practicality, was certainly a surprise.

A quick look at the segment sales leaders clearly shows that passenger/cargo roominess and flexibility is king, with models like the Honda HR-V, Kia Soul, and Subaru Crosstrek dominating up until last year, and newcomers like the Nissan Qashqai and Hyundai Kona finding even stronger sales more recently due to their pragmatic approach and more. It’s as if the new C-HR picked up where the now discontinued Nissan Juke left off (that latter SUV replaced by the new Kicks, which is selling well), albeit without the top-line Juke’s impressive performance. Performance may also be a key ingredient for the Mazda CX-3’s formidable Canadian sales, plus arguably attractive styling.

The C-HR is now in its second model year after arriving on the scene in May of 2017, and is quite a nice subcompact SUV. My tester was outfitted in new Limited trim, which reaches to a higher level than last year’s XLE that I previously tested and reviewed, and I must say it combines mostly comfortable operation with the majority of its peers’ high-level features, reasonably strong performance, and excellent fuel economy.

Interior refinement is a C-HR strongpoint, but I wouldn’t go so far as to say it overachieves when compared to longstanding competitors like the aforementioned CX-3 in its top-line GT trim, which is really spectacular, even when using this Limited model as Toyota’s standard-bearer. Top of the goodies list is a padded and stitched leatherette dash-top, which includes a large bolster that spans from the right side of the instrument panel to the passenger’s door, while a similar albeit smaller padded piece gets fitted to the left side of the gauge cluster. The door uppers receive the same high-quality soft touch composite surfacing, while the armrests are even softer and more comfortable.

If piano black lacquered plastic is your thing, you’ll be overjoyed with all of the shiny, inky stuff found in this tiny Toyota SUV. I personally would like to see less, and not because of its addition to interior styling, but rather that it tends to attract dust like a magnet and scratch all too easily. Better, the door inserts and lower panels are finished in a diamond-textured hard plastic that’s like nothing else I’ve ever seen in the car industry, looking good and appearing durable. More importantly it doesn’t feel cheap like this segment’s usual glossy hard plastic, plus the tiny diamonds complement the even more unusual assortment of diamond-shaped dimples carved into the roofliner above.

Before delving into any additional C-HR interior styling and quality issues, I should point out this 2019 C-HR received some significant upgrades that should help it find more buyers than last year’s model, starting with a new base LE trim level that chops over a $1,000 from the 2018 C-HR’s base price. Still, $23,675 is hardly as affordable as some of the sales leaders mentioned earlier, the Qashqai now starting at just $20,198 (only $200 more than last year despite getting loads of new features), and the new Nissan Kicks arriving as the category’s best bargain at just $17,998. This said its list of standard features is generous to say the least, so keep reading if you want some more detail about that.

Another factor going against the C-HR’s success is the much larger and more accommodating Nissan Rogue costing a mere $3k and change more, while the all-new 2019 RAV4 starts at just $27,790 (find new vehicle pricing for all makes and models including the C-HR and RAV4 at CarCostCanada, with detailed info on trims, packages and options, plus otherwise hard to get rebate info and dealer invoice pricing that could save you thousands).

On the positive, the base C-HR LE includes Toyota’s new Entune 3.0 infotainment system that I happen to love. This includes a larger 8.0-inch touchscreen and supports Apple CarPlay smartphone integration (if you can’t beat ‘em, join ‘em), and Toyota’s excellent in-house smartphone integration app. I like the Entune phone app much more than Android Auto, both when using it on my Samsung S9 and within the car’s interface. Better yet, the big new display now incorporates the C-HR’s backup camera for a much clearer and safer rear view, which previously was a tiny monitor crammed into the rearview mirror, and thus hardly useful at all.

Entune smartphone integration also includes the ability to link the Scout GPS app to the centre display for navigation maps and routing, which proved easy to operate and very accurate, while Entune App Suite Connect boasts separate apps for traffic, weather, Slacker, Yelp, sports, stocks, fuel and NPR One, although I’m not sure if anyone in Canada will care much about the latter U.S.-specific National Public Radio station.

Some additional standard features found on the base C-HR LE worth mentioning include automatic high beam headlights, adaptive cruise control, remote access, an acoustic glass windshield, auto up/down powered windows all around, a leather-wrapped shift knob, a 4.2-inch TFT multi-information display within the gauge cluster, an auto-dimming rearview mirror, illuminated vanity mirrors, dual-zone auto climate control, six-speaker audio, the piano black lacquered instrument panel trim noted earlier, fabric upholstery, front sport seats, 60/40-split rear seatbacks, a cargo cover, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, all the usual active and passive safety features including a driver’s knee airbag and rear side thorax airbags, plus more, which is a very generous entry-level assortment of features that should put to rest any criticisms about its base price being higher than some rivals.

Last year’s sole XLE trim level is pretty well carryover for 2019, other than its higher $25,725 price and the new Entune 3.0 Audio Plus system, with its larger display, noted earlier. Additionally, XLE trim gets automatic collision notification, a stolen vehicle locator, an emergency assistance SOS button, and enhanced roadside assistance, with yet more features including 17-inch alloy wheels, a leather-wrapped steering wheel rim, upgraded cloth upholstery, heatable front seats (which are normally standard fare in Canada), and two-way powered lumbar support for the driver’s seat.

An XLE Premium package, which pushes the price up to $27,325, adds 18-inch alloy wheels, proximity-sensing access with pushbutton ignition, heated power-folding side mirrors with puddle lamps, blindspot monitoring with rear cross traffic alert, and lane change assist.

As noted earlier in this review, also new for 2019 is this as-tested $28,775 top-line Limited trim, which adds rain-sensing wipers, a very useful windshield wiper de-icer (especially after the past two ultra-cold winters), ambient interior lighting, and nicely textured leather upholstery in black or brown.

While the two new trim levels and upgraded infotainment system are improvements over last year’s C-HR, the 2.0-litre four-cylinder engine might leave some potential buyers (especially those coming out of the aforementioned Juke) feeling like its performance doesn’t measure up to its sporty exterior design due to just 144 horsepower and 139 lb-ft of torque, a lone continuously variable transmission (CVT) with a focus on fuel economy rather than get-up-and-go, plus no all-wheel drive option, front-drive being the only driveline configuration available.

Then again if you’re looking for a sporty looking SUV with great fuel economy the C-HR’s claimed 8.7 L/100km city, 7.5 highway and 8.2 combined Transport Canada rating might be just what your inflation deflated, carbon tax inflated personal budget demands.

Also a positive, the C-HR’s wide stance and low profile make it inherently well balanced, resulting in handling that mostly meets Toyoda-san’s never boring ideals. Once again it’s no CX-3, or Kona for that matter, but its MacPherson strut front and double-wishbone/trailing arm rear suspension setup is more than adequate for coursing through a serpentine back road at a speedy pace, while its ride quality is amongst the best in this class.

While we’re talking comfort, the front seats are superb, and its driving position is much better for my body type than some other Toyota models. My legs are longer than my torso, so therefore I normally need to push my seat farther rearward than someone else measuring five-foot-eight, before adjusting the steering column as far back as can be. Unfortunately, some Toyotas simply don’t fit me due to a lack of telescopic steering column reach, so I was once again happy to be reminded that the C-HR provides a highly adjustable tilt and telescopic steering wheel, which provided me all the comfort and control needed.

Even pushing the driver’s seat far enough rearward for my longish legs, I still had about four inches from the front seatback to my knees, plus about three inches above my head (approximately two inches less than up front), which should help taller passengers feel right at home. I also enjoyed enough space from side to side in all outboard positions.

Strangely, there’s still no folding centre armrest in back, but at least Toyota provides cupholders at armrest level in the rear door panels. Fortunately the C-HR’s rear seats are quite comfortable, particularly for the lower back. Then again I didn’t appreciate rear seat visibility out the side window, the SUV’s oddly shaped doors forcing rear passengers to look directly into a black panel when turning their heads. This makes me question whether kids will like riding in back, even when seated in a booster.

Another concern you may want to question is cargo roominess. The C-HR’s sloping rear liftgate cuts into vertical space, resulting in a scant 538 litres (19.0 cubic feet) of capacity behind the rear seatback, which lags behind the segment leaders. Of course you can fold the C-HR’s 60/40-split rear seatbacks down for a much more accommodating 1,031 litres (36.4 cu ft) of available space, but once again it’s nowhere near the largest in this class.

I hate to leave any review on a negative, so I’ll point out that the C-HR managed an impressive five-star safety rating from the NHTSA, and thanks to Toyota’s good name should provide reliable service throughout its tenure. Yes, I know that’s nowhere near the level of excitement that Mr. Toyoda would likely want to hear from a review of one his newest products, but some vehicles were built more for comfort, convenience, efficiency and dependability than speed, handling or wow factor, and that should certainly be reason enough to consider a new C-HR for your personal ride.

The compact luxury sedan market segment is a tough nut to crack. It’s more or less owned by three German makes, including Mercedes-Benz with its C-Class sedan, wagon, coupe and convertible, Audi with…

New Car Reviews

2019 Volvo S60 T6 AWD R-Design Road Test

The compact luxury sedan market segment is a tough nut to crack. It’s more or less owned by three German makes, including Mercedes-Benz with its C-Class sedan, wagon, coupe and convertible, Audi with its A4 sedan and tall wagon, plus its A5 coupe, convertible and four-door coupe, and BMW with its 3 series sedan and wagon, plus its 4 Series coupe, convertible, and four-door coupe, leaving a bevy of smaller players fighting over scraps.

To be clear, most in this class are suffering from the success of their own compact luxury crossover SUV making, which means that while year over year sales of the BMW X3, for example, were up by 48.6 percent from calendar year 2017 to 2018, deliveries of the iconic 3 Series were off by 19.5 percent, and much lower volume 4 Series sales down by 5.4 percent.

Not every car in the D-segment lost ground, mind you, with the aforementioned C-Class gaining 6.5 percent, the Infiniti Q50 up 6.8 percent, and the Audi A5’s take-rate growing by an amazing 25 percent after a long-awaited redesign, but some saw significantly more shrinkage than BMW’s 3, such as Lexus’ RC coupe that dropped a staggering 37.9 percentage points, Jaguar’s XE sedan that lost 27.8 percent, Cadillac’s ATS sedan and coupe collectively down 25.4 percent, Acura’s TLX sedan off by 25.2 percent, Infiniti’s Q60 coupe down by 24.2 percent, and the Audi A4 sedan and tall crossover wagon’s popularity curtailed by a considerable 20.3 percent.

Such steep sales declines make the Volvo 60-series’ loss of 5.1 percent seem easier to stomach, and to be yet farer to the Swedish automaker, those 60-series cars’ incredible 99.7 percent year over year increase from calendar year 2016 to 2017 made the slight downturn inevitable, the former upsurge directly resulting from years of pent-up demand for this all-new S60 sport sedan and its V60 sport wagon counterpart.

The aforementioned tough nut to crack comment has less to do with sales volatility and more about actual sales numbers, however, with both 60-series Volvos only managing 1,245 units collectively through 2018, compared to 11,556 for the bevy of C-Class models, 10,173 for the various Audis, and 9,733 for BMW’s offerings—yes, the 3 Series/4Series was once number one in this segment.

Everything else is much farther down the pecking order, with Infiniti’s sedan and coupe ringing up 3,424 orders, Lexus non-ES offerings (the IS and RC) tallying up to 3,163 deliveries, Acura’s previously noted TLX finding 2,397 buyers, and even Cadillac’s ATS scooping up 1,615 new owners (before it gets axed), while a fair ways below Volvo’s 60-series total was Genesis’ G70 at 967 units, Jaguar’s XE at 571, and Alfa Romeo’s Giulia at 510 deliveries.

Now, before you scurry off to your local Merc, Bimmer or Audi store to sign up for one of their arguably worthy offerings, take note that earning a place in the top three doesn’t necessarily mean the car in question is better than something else on this list, or more specifically, doesn’t mean that something less popular won’t suite your personal style and requirements more agreeably.

Case in point, this all-new 2019 Volvo S60. Volvo was once most notably known for safety above all, followed closely by bulletproof build quality. The good news here is safety is still high on the marque’s priority list, with its most recent offerings receiving Top Safety Pick and Top Safety Pick Plus ratings from the IIHS, plus its bevy of standard active safety and advanced driver assistance features amongst the most comprehensive in the industry, some including automatic front collision warning with full low- and high-speed autonomous emergency braking, Driver Alert Control, steering support, Run-Off Road Mitigation, plus a Lane Keeping Aid and Oncoming Lane Mitigation as part of its standard City Safety package, while Volvo also goes over the top by adding an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.

Also noteworthy, if the S60’s sensors detect an imminent head-on collision, the new oncoming braking system will automatically activate maximum braking force two-tenths of a second before impact. Volvo says this feature reduces vehicle speed by 10 km/h before that impact occurs, which could potentially be a lifesaver, and should certainly help to minimize injury.

While tempted to do a deep dive into all of the additional standard features found on this 2019 S60, let alone our sporty R-Design trimmed example, I’d better go over some of its other highlights first. Most of the S60’s design details, like its “Thor’s Hammer” LED headlights have been covered in previous Volvo reviews, as have its C- or hook-shaped LED taillights that are similar, at least, to those found on the larger S90. I have to admit to liking the overall shape and design of the S60 best, but this may only be due to its newness, plus the sportiness of this R-Design trim level. In truth, I find both new sedans very attractive, at the very least matching and in many ways surpassing some of their key competitors.

I won’t go into detail as to the size difference between these two cars, this S60 clearly fitting into the most popular compact luxury D-segment, and the S90 within the larger luxury mid-size E-segment (going up against the E-Class, 5 Series, A6, et al), but take note this S60 has grown considerably when compared to its 2010–2018 predecessor, now stretching 133 millimetres (5.2 inches) longer from nose to tail at 4,761 mm (187.4 in), with a 96-mm (3.8-in) longer wheelbase measuring 2,872 mm (113.1 in), but strangely it’s 15 mm (0.6 in) narrower at 1,850 mm (72.8 in), while sporting a 53-mm (2.1-in) lower roofline than the outgoing model.

The longer wheelbase improves rear legroom, which critics charged as a shortcoming on the old S60, and I must say the rear seating area is now much more accommodating with plenty of space to stretch out and get comfortable, plus it provides superbly comfortable outboard positions with excellent lower back support.

Such is even truer for the driver’s position, which in R-Design trim receives a six-way powered and wonderfully contoured sport seat with four-way powered lumbar support that allows ideal adjustment for the exact lower back pressure point, providing relief on long trips, or for that matter after a long day’s work, while a power-extendable lower cushion nicely cups below the knees for additional comfort and support. Two-way memory sets a favourite position for instant recall, this standard across the entire S60 line, while R-Design exclusive Fine Nappa leather upholstery with contrast stitching covers all seats from front to back, making for a luxurious look and feel.

As attractive as they look I highly doubt your eyes will rest upon the seats at first entry, however, as the rest of the S60 R-Design’s interior is so spectacular you’ll likely be swept away by the elegant horizontal dash design and beautifully sculpted details everywhere else, let alone its three-spoke R-design leather-wrapped steering wheel, R-Design metal pedals, R-Design carpeted floor mats, R-Design metal sill mouldings, 12.3-inch digital gauge cluster, impressive vertical infotainment touchscreen with Apple CarPlay, Android Auto, navigation, four-zone automatic climate control with rear controls, etcetera, while the black headliner is a nice touch too. Still, the S60 R-Design’s special Metal Mesh decor inlays are particularly eye-catching, as is all of the S60’s jewellery-like switchgear, the rotating instrument panel knobs, glittering ignition switch, and equally dazzling drive mode selector appearing as if provided by one of the auto sector’s ultra-luxe brands, such as Bentley.

Much of this glitz and glamour was initially introduced in the dramatically redesigned 2015 XC90 that formed the basis for most everything we’ve seen from Volvo since, so while the S60’s take on the Swedish automaker’s brand-wide interior design theme is nothing new to me or others familiar with the all things Volvo, the lavish luxury infused into each new 2019 model will likely produce eye-bulging levels of shock and awe amongst those trading up from their second-generation S60s.

Expanding further on this line of thought, I previously spent three wonderful weeks in the V60 sport wagon, upgraded to top-line Inscription trim, which while slightly more expensive than the R-Design, in either V60 or S60 guise, is hardly more replete with features. Think of the Inscription as a more elegant take on luxury and the R-Design offering up a sportier edge, while the base Momentum is plenty impressive as well. Volvo should soon be offering the S60 in T8 AWD Polestar trims too, this model boasting the brand’s hybridized plug-in powertrain that ups performance to 400 horsepower and 400 lb-ft of torque via the same turbocharged and supercharged 2.0-litre four-cylinder as offered with T6 powered models.

That thought segues into currently available powertrains, with both T5 FWD and T6 AWD combinations under the S60’s hood and at its wheels. The T5 FWD is solely available in Momentum trim, featuring the same 2.0-litre four without the supercharger for a healthy 250 horsepower and 258 lb-ft of torque driving the front wheels, while the T6 AWD is optional with Momentum trim and standard on the R-Design and Inscription, and thanks to the aforementioned supercharger joining the turbo, it makes a much more satisfying 316 horsepower and 295 lb-ft of torque while powering all four wheels.

As is normally the case in this class, both engines come standard with auto engine start/stop that reduces emissions while improving fuel economy by shutting down the engine when it would otherwise be idling, this helping the base T5 FWD to achieve a claimed 9.9 L/100km city, 6.6 highway and 8.4 combined rating, whereas the as-tested T6 AWD is good for an estimated 11.1 city, 7.3 highway and 9.4 combined.

Possibly more important to you is how the S60 R-Design drives, and to that end it’s even more dynamic than the V60 Inscription I enjoyed over the holiday season. It’s plenty quick off the line, with all four of its optional 235/40R19 Pirellis immediately locking onto asphalt and its formidable little powerplant whipping through its conjoined eight forward gears with effortless ease, both quickly when set to its sportiest Dynamic drive mode, and smoothly no matter which selection is chosen, Comfort and Eco also on the menu, while the R-Design model’s standard paddle shifters thoroughly enhance the hands-on experience. The engine and exhaust makes a nice snarly combination of notes at full throttle as well, but otherwise is as hushed as the car’s ultimately refined interior, the S60 R-Design balancing performance and pleasantries on an equal scale.

Similar kudos can be attributed to the S60’s underpinnings, the R-Design’s exclusively lowered sport suspension boasting firmer dampers for tauter, flatter handling through fast-paced corners that results in stable, predictable manners even when flung carelessly into tight off-camber curves, while it doesn’t get unsettled when tossed back and forth through serpentine stretches either.

It rides on the same Scalable Product Architecture (SPA) that Volvo uses for its larger S90 luxury sedan chassis, plus most everything else in the brand’s current lineup, with aluminum double wishbones in front and an exclusive integral link rear suspension design featuring a transverse lightweight composite leaf spring at back. Driver-selectable low, medium and high personal power steering settings combine with the aforementioned driving modes to make the most of any situation, whereas the brakes match handling and acceleration ideally as well, proving strong when called upon and always smoothly progressive, the entire car never forgetting that, while a capable sport sedan, refined luxury, supported by a compliant suspension setup and ultra-comfortable seats, is paramount in the class.

To that end the $52,400 S60 R-Design, which normally rides on 18-inch alloys, pulls plenty of as-yet unmentioned features up from the $42,400 base Momentum T5 FWD model, such as Road Sign Information (RSI), an auto-dimming rearview mirror, rain-sensing wipers, a powered panoramic glass sunroof, a Clean Zone Air Quality system and a humidity sensor, rear parking sonar, a rearview camera with dynamic guidelines, voice activation, dual USB ports, Bluetooth phone connectivity with streaming audio, Volvo On-Call with remote start and vehicle tracking, 170-watt 10-speaker audio, satellite radio, heated front seats with driver’s memory, a 120-volt household-style power outlet in the rear console, power-folding rear seat headrests, and more inside, while standard dual chromed tailpipes are joined by a unique R-Design front grille, plus auto high beams and active bending for the aforementioned LED headlamps, fog lamps with active bending, high-gloss black exterior trim including the side mirror caps, door handle puddle lamps, proximity-sensing keyless access, and the list goes on.

I loved my tester’s $900 optional Fusion Red Metallic paint, one of five optional colours as well as no-cost standard Black Stone, while all R-Design models get Charcoal black for the interior. If you end up going for Momentum trim you can choose from seven exterior colours and a variety of interior motifs, while Inscription trim provides the choice of eight colours albeit fewer cabin combinations, although the Momentum’s upgradable upholsteries are optional at no cost with the Inscription.

Those 19-inch alloy wheels mentioned before were a $1,000 upgrade, while additional options included a $1,150 graphical head-up display unit that projected useful information, like navigation directions, onto the windshield for an easy, safe overview, plus the 15-speaker, 1,100-watt Bowers & Wilkins audio system was soundsational, and well worth the $3,750 required, even if you choose it for its gorgeous aluminum speaker grilles alone.

Volvo also added a $1,250 Climate Package that features heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; plus a $1,500 Convenience Package with Volvo’s really impressive Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; and finally an $1,800 Vision Package with very helpful 360-degree surround parking camera, easy to use Park Assist Pilot semi-autonomous self parking, always welcome front parking sonar, even more appreciated auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert that could potentially save you from backing into oncoming traffic.

In case you were wondering, the $53,900 S60 Inscription includes most everything from the R-Design, other than the sportier features mentioned earlier, while in their place it adds a classy chromed waterfall grille, chromed window trim, unique 10-spoke 18-inch alloy wheels, beautiful matte Driftwood Décor interior inlays, a tailored instrument panel with stitched soft-touch detailing, perforated Nappa leather upholstery, ventilated front seats, and more.

I sourced all 2019 Volvo S60 pricing from CarCostCanada, incidentally, where you can find detailed prices on each trim level, all packages, and every standalone option for the S60 and every other Volvo, not to mention most other new vehicles sold in Canada, plus otherwise hard to get rebate information and money-saving dealer invoice pricing.

My only S60 complaint is a missing overhead sunglasses holder, plus not enough space on the centre console to place my average-sized Samsung S9 smartphone within easy visibility while driving, which was probably planned from onset by this safety-conscious automaker so as to reduce distracted driving. The most forward of two large cupholders, otherwise hidden below a lovely scrolling console lid, solved that problem, with the latter big enough to hold my ever-present water bottle securely, no matter how aggressively I took to corners.

The S60’s 391-litre (13.8 cubic-foot) trunk was also large enough for my needs and about average for the class, and while its 60/40 split-folding rear seatbacks included a centre pass-through for skis and other long cargo, I would have preferred a larger opening via a 40/20/40 divided seat configuration instead, but this is still a lot better than no pass-through at all, which is how most Japanese offerings come.

In closing, anyone considering a car in the compact luxury D-segment should take a close look at this new 2019 Volvo S60, as it’s a serious contender that delivers at an extremely high level in every way, from styling to performance, leading technology to safety, and overall comfort to accommodating spaciousness. Also important, it’s wonderfully different than anything from Germany or Japan, and for that reason the S60 may very well strike a chord with those who especially appreciate uniqueness and exclusivity, let alone a level of opulence few in this class can measure up to.

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